Carbureting apparatus.



P. M. MOHLERGL S. J FRY. GARBUE-BTING APPARATUS.

APPLIOATIONFILBD DEC. 29, 1913.

1,121,651, 1 Patented De0.22,1914.

2 SHEETS-SHEET l.

Nitnesses P. M. MOHLER & S. J. FRY.

GARBUEETING APPARATUS. APPLICATION FILED DBO. 29, 1913.

1,121,651, Patented Dec. 1914.

2 SHEETS$H EET 2.

1 'IIIIIIIIIIIII I Inventors Atto rneys PAlJ'L M. MOHLER AND SYLVESTER J. FIB-Y, OF:'ROCKAWAY, OREGDN.

CARBURETING APPARATUS.

Specification of Letters Patent.

Patented Dec. 22,1914.

Application filed December 29, 1913. Serial No. 809,355. v

To all'whom it may concern:

Be it known that we, PAUL M. MoHLnR and Svnvnsrnn J. FRY, citizens of the United cation.

The present invention relates to improvements in carbureting apparatus, one ob ect of the invention being the provision of means which after the explosion engine has attained a certain speed, will supply the carburetedair by means of a fan or other means, thus relieving the engine or the piston thereof, from the extra work of sucking the charge into the explosion chamber, and at the same time insuring a better mixture when the same has entered the explosion chamber.

A further object of the present invention, is the provision of a mechanism adapted to be connected to a liquid fuel spraying chamber, in which is mounted a valve controlled fuel inlet actuated due to the suction effect thereon, to supply the fuel in the proper quantity according to the speed of the engine, the mechanism. for produclng such suction also constituting a mixing means for thoroughly commingling the fuel and air to produce the carbureted air before the discharge or forcing thereof through the intake manifold to the engine.

With thev foregoing and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed can be made within the scope of what is claimed without departing from the spirit of the invention.

In the drawings Figure 1 is a sectional view through the complete apparatus, showing the parts in the position they assume when under normal running conditions. Fig. 2 is a section on an enlarged scale taken on line 22 of Fig. 1. Fig. 3 is a cross sectional 'view through the fan chamber showing the relative positions of the parts. Fig. 4 is a perspective view taken from the inner face of the valve carrying member of the fan. Fig. 5 is'a perspective view of the valve. Figs. 6 and 7 are detail views of the fuel portage controlling and adjustable valves.

Referring to the drawings, the numeral 1 designates a valved conduit for supplying gasolene, the primary charging fuel, and 2 a valved conduit for supplying kerosene or a less volatile fuel. The valved conduit 2 is connected to the pipe 3, whose lower end 1 is provided with a port 5 controlled by a cone valve 6. This cone valve 6 is connected to a frame or yoke 7 connected upon the inner side of the diaphragm 8 which is-attached to the mixing chamber 9 of the present mechanism. A frame lOis carried by the chamber 9 astride or above the diaphragm 8, and has disposed therein for adj ustment, the headed screw 11, which maintains the spring 12 at the desired adjustment so that the diaphragm may be permitted the necessary movement when actuated to control the valve 6 and thus permit the intro duction of the liquid fuel into the casing 9,

as will presently appear. A port 13 is pro vided with the conduit 17 and is controlled by the spring closed valve 14. By this means, air .may be admitted to such conduit to mix with the inrushing gasolene, from the pipe 1, at its nozzle 1, within the conduit 17. The valve 1 that controls the nozzle 1, is connected to the valve 14 by means of the plate 1*, so that when the throttle, as will later appear, permits both valves 14 and l to open to supply the start ing charge of carbureted air. In order to heat the chamber 9, the exhaust manifold 15 of the explosion engine is disposed transversely thereof, as clearly illustrated in Figs. 1 and 2. Connected to the conduit 17 and leading thereinto, is the fan chamber 19, which as clearly shown is provided with a stufiing box bearing 20 which cooperates with the standard. bearing 21 to properly support the shaft 22 which is operated by the pulley 23, and within the casing 19 carries the mixing fan 24. This fan 21 is provided with the collar or sleeve 25, which is adapted to surround the member 26, through which the combined charge of fuel and air is permitted to enter the center of the fan 24 and be directed by the frusto-conical hub 24 thereof in outward directions, so that when the fan :24 is rotated, the carbureted air is thoroughly mixed thereby and directed through the conduit 17 into the intake manifold 18 of an explosive engine (not shown).

' cording to the load of the engine will be 19, the

,maintained and thus the proper charge of carbureted air will be supplied by the fan 24 to the engine, without placing the strain of sucking upon the'pistons of the engine. .The directing member26 is carried upon the inner face of the detachable portion or wall 27 of the fan casing, while secured to the outer face of such wall" is the block 28, which as clearly shown in Fig. 4, is provided with the air intake opening 29 and t e fuel intake opening 30. A recess 31 is provided in the inner face of the block 28 and has the projecting rib 32 and the slot 32, the purposes of which will presently appear.

A slide valve 33, as clearly shown in detail in Fig. 5, is disposed for sliding movement within the recess 31 and the adjacent face of the block 27, said valve being provided with the slot 34 which fits astride the rib 32, and thus cooperates therewith to prevent the mixture of the air and gas before the introduction thereof into the directing member 26. The stem 35 of the valve 33 is mounted for sliding movement in the'slot 32' of the block 28, and is connected for reciprocatory movement to the link 36, and the bell crank lever 37, said lever 37 being operated by the throttle controlling rod 38. A second bell crank lever 39 is operably connected to the rod 38. The rod 40 is controlled thereby to regulate the distance of movement and also the operation of the valves 1 and 14, previous to the admission of the kerosene charge from the fan casing rod 40 being in reality an adjustable stop for disposition adjacent the under side and in the path of the valve 1. A port 43 is provided in the casing 19, and has connected thereto, the conduit 44, which leads into the outer face of the block 28 and into the elongated air slot 30, so that the fuel mixed in the chamber 9 will be drawn through the port 43 and conduit 44 and through the ort 30 into the mixing chamber 26 to there receive the inrushing charge of air through the port 29. The fan 24 in rotating, will therefore thoroughly commingle the air .and fuel so as to produce a thoroughly mixed carbureted air, the fan thus causing the thoroughly mixed carbureted air to follow the direction of the arrows as shown in Fig. 1, to consequently be forced into the intake manifold and the explosiun chamber of the engine.

- The structure herein shown, is so arranged, that when'the valve 33 has closed the ports ,29 and. 30, the valves 1 and 14 will .be. permitted toopen and there will be that the v v time,

portioned mixture of fuel and air when the same is delivered within the fan casing. It will thus be evident that at the initial starting of the engine, the suction of the piston will produce a vacuum effect in the conduit 17 and consequently intermittently actuate the valves 1 and 14 and permit the spraying or atomizing of the fuel through the port 1 of the pipe 1, there to be mixed with the air inrushing through the port 13 and finally manifold 18 to the engine. When the engine has maintained the desired speed, the

rod 38 will be operated so as to close the valves 1 and 14 and open the valve 33, thus causing the fuel from the chamber 9 to be directed through the conduit 44", and as the fan 24 is being operated, the-suction action thereof will draw the fuel and air into the casing 19 and there intermix the same.

As the engine speeds, the fan 24'will be operated proportionately, and the throttle rod 38 will also to open the valve 33 and thus permit of the introduction of a greater charge of fuel and air for supplying the motor. At the same the action of. the fan through the conduit 4 will tend to vibrate the diaphragm 8, or maintain the same in such position, that the valve 6 will permit the opening of the port 5 and consequently the atomization of the fuel within the chamber 9. By means of the exhaust pipe 15, it is evident that the chamber 9 will be heated, such heat assisting in the vaporization of the fuel before the introduction thereof through the through the intake be operated proportionately the valved pipe 1 is out off and the valved pipe 2 is open so as to permit the introduction of kerosene, which. due to the heating of the chamber 9 will be readily vaporized to produce the desired carbureted air. for delivery to the engine. The block 28 is recessed as at 45 to receive the plate valve 46, which by reason of the threaded bore 47 and the elongated slot 48, and an adjusting screw (not shown) may be adjusted to vary the size of the port 30, for use with various fuels.

What is claimed is:

1 Acarbureting apparatus, including a casing, a fuel supply pipe leading thereinto,

a diaphragm actuated valve for controlling the supply of fuel from the pipe to the casing, an intake manifold, a rotary carbureted air mixing and supplying device having its outlet connected to the intake manifold, a pipe leading from the casing to said deviee, and a valve dis osed between the said last pipe and the evice and having an open air port, whereby the admission of fuel and air to said device is controlled.

2. A carbureting apparatus, including a casing, a fuel supply pipe leading thereinto, a diaphragm actuated valve orcontrolling the supply of fuel from the pipe to the casing, an intake manifpld, a 'rotary carbureted air mixing and supplying device .having its outlet connectedto the intake manifold, a pipe leading from the casing to said device, a valve disposed between the'said last pipe and the device and having an open air port, whereby the admission of fuel and air to'said device is controlled, an independent fuel supplying means connected to the device ad acent the intake manifold, and-means connected to the latter valve and to the fuel and air controlling valve, whereby the independent valve is cut off and the other valve is opened,'or vice versa.

3. A carbureting apparatus, including a casing, a fuel supply pipe leading thereinto, a diaphragm actuated valve for controlling the supply of fuel from the pipe to the easing, an intake manifold, a rotary carbureted w air mixing and suppl 'ng device having its 85 outlet connected to t e intake manifold, a

pipe leading from the casing to said device, a valve disposed between the said last pipe and the device andhaving an open air port, whereby the admission of fuel and air to said device is controlled, said valve including a block attached to said device and having a port therethrough in communication with the outside air and a second port in communication with the conduit and the interior of the device, and a single sliding member mountedin the block for simultaneously controlling both ports.

4. A carburetingapparatus, having a carbureted air mixing and supplying device, comprising a casing having a fuel and air inlet adjacent the center portion thereof and a carbureted air outlet adjacent the periphcry thereof, a rotary fan mounted in the 1 PAUL M. MOI-ILER. SYLVESTER J. FRY.

Witnesses:

L. H. RIE'FENBERG, G, A. Jones. 

